LIBRARY OF CONGRESS. 



Si^jt. ®0j^tHg|t !f a. 

Shelf T3.±.7 8 , 4 

-J^ 56 

UNITED STATES OF AMERICA, 



PREPARIKG FOR INDICATION: 



PRACTICAL HINTS, 

The Result of Twenty-three Years* 

Experience with the Steam 

Engine Indicator. 



/ 



By ROBERT SRIMSHAW, M. E., 

Past Pres. James Watt Association, No. 7, of N. Y., N. 

S. E. : Member of FuUon Council. No. 1, A. O. S. E., 

Author of "Steam Engine Catechism," "Pump 

Catechism," "Boiler Oa*echism." "En- 

gineers' Hourly Log Book," and 

other practical works. 






PROFUSELY ILLUSTRATED, 



N^ 






, 3 !P»8 ' ) / 



NEW TORE: WinGTO^' 

PRACTICAL PUBLISHING CO., 21 PARK 

1838. 






Copyright, 1888, 
ROBERT GRIMSHAW. 





ID 



TO THE 



Polyteehnie Section 



OF THE 



AMERICAN INSTITUTE 



THESE HINTS ARE DEDICATED 
BY ITS PRESIDENT. 



CONTENTS 



CHAPTER I. — Attaching to the Cross- 
head : 
Cross- head vertical as in Corliss type. 

Cross-head horizontal and with four 

guides. 
Cross-head horizontal and with two guides. 
Cross-head as in Straight Line engine. 
Steam chest on side. 
Steam chest on top or bottom. 
The stud. 

CHAPTER II. — Attaching Lever to Ceil- 
ing : 
Ceiling level; no beams exposed. 

Ceiling level, and having exposed rafters 
lengthwise of engine. 

Ceiling level having exposed rafters 

crosswise of engine. 
Ceiling inclined; exposed rafters slanting 

lengthwise of engine. 



6 CONTENTS. 



Ceiling inclined; exposed rafters slanting 
crosswise of engine. 

Ceiling of arches and iron beams cross* 
wise of engine. 

Ceiling of arches and iron beams length- 
wise of engine. 

CHAPTER III.— Attaching Lever to Floor: 

Floor of wood and firm. 

Floor of wood and rotten or springy. 

Floor of iron, stone or cement. 

Attachment to Brace Piece Between 
Walls. 

CHAPTER IV.— The Main Lever : 

How to *« plumb" it. 

Proper working length. 

Hanging slotted lever. 

Inverted slotted lever. 

Pendulum with radius bar, 

Brumbo pulley. 

Segment pieces for cord. 
CHAPTER v.— The Cord Lever : 

Proper working length. 



CONTENTS. 



Proper angle with main lever. 

CHAPTER VI.— Where to Pipe. 

Horizontal engine. 

Vertical engine. 

Steam chest en top. 

Steam chest on side. 

One indicator on top with no piping. 

Two indicators on top with no piping. 

Two indicators on side, horizontally, no 
piping. 

Two indicators on side, vertically, no 
piping. 

Two indicators on cylinder heads. 

Steam chest below. 

No steam chest ; steam and exhaust 
pipes not in the way. 

No steam chest ; steam and exhaust 
pipes in the way. 

Lagged cylinders. 

Order List of pipes and fittings re- 
quired. 

CHAPTER VII.— Miscellaneous. 



PREFACE. 



For several years past I have been sent 
for from time to time to indicate en- 
gines at a distance. It being always 
unsatisfactory to wait for the engine to 
be drilled and piping attached, and the 
reducing connections madQ and applied, 
I got into the habit of writing and get- 
ting advance information concerning 
the design and position of the engine, 
the surroundings, etc., and then sending 
on detailed instructions and sketches, 
so that when I arrived at the place 
I would find everything for me to put 
on the indicator and take cards. After 
doing this way for awhile I found it 
desirable to send specifications of cases 
of all kinds, with the directions and 
sketches in each instance. Sometimes 
the specifications of suppositious cases 
would not fit the actual circumstances. 
In each such case I took a note of the 



10 PREFACE. 



new conditions and added them to the 
next lot of specifications sent out. It 
is now some time since I found a case 
which my specifications and instruc- 
tions will not cover. 

The following matter is practically a 
copy of the last specifications and in- 
structions which I used, and by its aid 
any intelligent engineer can get any 
engine ready for indication ; and (a most 
important matter) can have the attach- 
ments such as to give correct cards. 

There is all the greater necessity for 
this because the existing books upon the 
steam engine indicator, while tolerably 
full in their instructions about how to 
take cards and to read them after being 
taken, are very meagre in practical 
directions how to pipe up and hitch on. 

There are dozens of other possible 
ways of making the reducing motion 
and of attaching, but I believe that 
those which I give are the simplest 
and give the most correct results; and 
there is no use complicating matters 
and confusing the recipient. 



PREFACE. 11 



The illustrations, which are rather 
profuse (some sixty in number), are pur- 
posely made out of proportion, and sug- 
gestive rather than detailed, so as to 
convey the ideas strikingly. 

If there occur in ordinary practice 
any cases not covered by the following 
matter, I should be very glad to know 
of them, and will prepare matter to 
accommodate them, making but one 
exception. There is in the city of 
Chicago a double oscillating engine, 
with variable stroke. I was sent for 
from New York to indicate this engine, 
which "stumped" me for half a day. 
I got the cards, but forget how. and do 
not wish to remember. 

Egbert Grimshaw. 

31 Park Row, New York, ) 
July IS, 1888. \ 



Chapter I. 



ATTACHING TO THE CROSS-HEAD, 



(I.) If the cross-head is vertical, as in 
the Corliss type (Fig. 1), having one 




Fio. 1.— Vertical Cross-head. 

guide above the other, drill and tap it 
horizontally for a 5-8 inch stud (Fig.2) 

mm - B^wiwittWffi^ 

Fig. 2.--STUD FOR Cross-head. 

at any convenient point in its cheek, at 
right angles to the piston-rod. 

(II.) If horizontal and having four 
guides, two above and two below, 



14 



PREPARING FOR INDICATION. 



drill and tap as above (See Figs. 3 and 
4). 



1 



■^ 



L 



n 



l=@:| 



Figs. 3 & 4.— Cross-head with Four Guides. 
(III.) If having two guides, one each 
side (Figs. 5 and 6), drill and tap verti- 



FiGs. 5 & 6.— Cross HEAD with Two Guides. 
cally in two places for 5-8 inch studs, 
the line connecting the centres of the 
holes being parallel with the piston-rod; 
and attach a fixture like Figs. 7 and 8, 




Miilin 



WHHlilllMlt 



Figs. 7 & 8.~Cross-head Attachment. 

made of 5-8 inch round rod and having 
the same distance between the holes a 
and h as between the tap holes in the 



PREPARING FOR INDICATION. 15 

cross-head. This is to be fastened on the 
flat top of the cross-head, so as not to in- 
terfere with the connecting rod and so 
as to let the piece P project out at right 
angles to the piston-rod. The length of 
the 5-8 inch stud must generally be 
such as to let it come about 6" beyond 
the outer diameter of the cylinder. 

If the steam chest is on the side of the 
cylinder, then tap the cross-head so as 
to have the stud upon the opposite side. 

If the steam chest is on the top or the 
bottom and the cross-head is horizontal, 
drill and tap the cross-head so as to 



r ji'fBi 



ill 



Fig. 9.— Stud and Jam Nuts. 
have the stud on the side upon which 
the indicator is to be attached. 

(In this connection, see under head 
**"WheretoPipe.") 

The stud is to be threaded for four 
inches of its length so as to accommo- 
date two nuts and two jam nuts, and 
leave Ij inches space between them. 
(Fig. 9). 



16 



PREPARING FOR INDICATION. 



The foregoing instructions answer 
for either the slotted lever or the main 
lever with radius bar. Where there is 




Figs. 10 & 11.— Cross-head Attachmbnt. 

used the substitute for the slotted lever, 
ehown in Fig. 12, the attachment 



a 




Fig. 13.— Substitute fob Slotted Lever. 

should be, instead of Fig. 9, that shown 
in Fig. 13. 

It is very often found convenient to 
substitute for the stud shown in Figs. 
7 and 8, the device shown in Figs. 10 and 



PREPARING FOR INDICATION. 



17 



11, made of iron plate with the stud 
fastened on by jam nuts rather than 
forged all in one piece. 

If the cross-head has no clear space 
at the side and it is not convem'ent to 



iliW 



. i2l^_ _ 



^ 




Fig. 13.— Cross-head Attachment. 

attach to the side (as in the case of the 
''Straight Line" engine), then drill and 



O 



^ 



\3=:X^=:D 



Fig. 14. —Cross-head Attachment for Central 
Slctted Lever. 

tap it on the top, and screw in such a 

forging (or a frame made of pipe) as 

shown in Fig. 14. 



Chapter II. 



ATTACHING LEVER TO CEILING. 



(I a.) If the ceiling is level and flat, 
and you can screw, bolt or nail to it, 
attach to it a truss piece T, like Figs. 
15 and 16, made of 1-inch boards, parallel 
with the line of the engine, and at such 
point as will bring its centre of length 
over the stud in the cross-head when 




ry/^^,^ryryrWfr^^ 



'/yy/yx/y/ivy. 



w 



'AW//^ 



'^ZZSSZZZZZZ, 




Figs. 15 & 16.— Truss Piece for Ceiling. 
the latter is at mid stroke; and also 
make its vertical face * 'plumb" three 
inches from the end of the stud in the 
cross-head. The face of this truss 
piece should be toward the centre line 
of the cylinder, so as to leave the clear 
vertical face for attachment of the 
lever. 

(I 6.) If level and having wooden 
rafters exposed and running length- 
wise of the engine, and one of those 



PREPARING FOR INDICATION. 



19 



beams plumbs upon one face with the 
end of the stud from the cross-head, 
bore in the centre of its width a horizon- 
tal hole for 7-8 inch lag screw 4 inches 
long, and attached as in Fig. 40. 

(I b^.) If no lengthwise beam face 
plumbs within six inches of the outer 
diameter of the cylinder, make and nail 
on two bridge pieces, as shown in Fig. 




Fia. 17.— Truss Piece on Bridges between Joints 

17, and on this fasten the truss piece 
shown in Figs. 15 and 16, and having its 
clear face C plumb six inches outside of 
the outer cylinder diameter. 

(Ic.) If level and having wooden raft- 
ers exposed and running crosswise of 
the engine, attach truss piece as de- 
scribed under I a. 



20 PREPARING FOR INDICATION, 

(II.) If ceiling has wooden rafters 
slanting lengthwise of the engine, and 
if one of the rafters plumb as in I 6, 
act similarly. If no rafter plumbs 
properly, make a bridge and attach 
truss piece as in I 6. (Fig. 17.) 

III. If there are wooden rafters slant- 
ing crosswise of the engine and high- 
est at the side to which you will attach 
your indicator, make a truss as shown 





Fig. 18.— Attachment to Fig. 19.— Attachment to 
Transverse ?>lant- Transverse Slant- 

ing Rafters. ing Rafters. 

in end view in Fig. 18 and have its outer 
face (7 plumb about six inches beyond 
the outer diameter of the cylinder. 

IV. If there are wooden rafters run- 
ning crosswise of the engine and low- 
est at the side to which you will attach 
the indicator, make a truss as in Fig. 19, 



PREPARING FOR INDICATION. 



21 



The substitute shown in Fig. 20, made 
by sawing a two by eight inch joi^t di- 




FiG. 20.— Slanting Crosswise Rafteks. 

agonally lengthwise, will answer for 
either Fig. 18 or Fig. 19. 

If the ceiling is of arches formed be- 




FiN. 21.— I Beams, Athwart the Engine. 

tween I beams, and these beams run 
across the engine, then spring in be- 



22 PREPARING FOR INDICATION. 

tween them a wooden piece as shown 
in Fig. 21. 

If these iron beams run lengthwise 
of the engine, then spring in two such 




Fig. 22.— I Beams, Lengthwise op Engine. 
wooden pieces and attach to these, as 
shown in Fig. 22. 



Chapter III. 



ATTACHING LEVER TO FLOOB. 



If the floor is of wood, and it is nec- 
essary to attach the reducing lever to 



m. 



^ 




3 



Figs. 23 & 24.— Block for Floor Attachment. 
it, you may screw down a short log (Figs. 
23, 24), or a truss piece (Figs. 25, 26)— 



Qy 




Figs. 25 & 26.— Short Truss for .Floor. 
providing that the floor is strong 
enough to withstand the screwing. If 



24 PREPARING FOR INDICATION. 



the floor is rotten or springy, then lay 



vS/ 




Figs. 27 & 28.— Balk for Floor, 
down a long, heavy balk or log and 
weight it heavily, and attach the main 




Fm. 29.— Lever Fastened to Truss. 
lever to this. Figs. 27, 28 show the 
method. 



PREPARING FOR INDICATION. 



25 



If the floor is of iron, stone or cement, 
employ a long truss or log, as recom- 




FiG. 30.— Attachment to Temporary Joist. 

mended for a rotten or springy floor. 

Fig. 29 shows the details of lever at- 
tachment. 

Where neither roof, walls nor floor 
prove available for attachment, you 
can generally brace a joist between the 



26 PREPARING FOR INDICATION. 

engine-room walls, wedging as shown 
in Fig. 30, attaching to this as though it 
were a horizontal crosswise rafter. 



Chapter IV. 

THE MAIN LEVER. 

This should be 1-inch or 1 1-2 inch 
pine, straight-grained, and of such a 
length as to reach one inch beyond the 




u 



Fig. 31.— Slotted Leveb. 

stud in the cross-head, when the engine 
is on the centre and the lever is at- 
tached to the beam or truss ; to taper 
from 6 inches to 4 inches in width, and 



28 



PREPARING FOR INDICATION. 



to have a radial slot 5-8 inch full in 
width, with sides perfectly true, straight 
and smooth, extending up so high that 
when the lever hangs free, and the 




-~^iOi 



r-" 1 II I 1 — 



Fig. 82.— Right Attachment. 

cross-head is at mid-stroke, there will be 
about 1 inch of slot above the stud; to 
have a 7-8 inch hole at the centre, 3 
inches from the large end, as in Fig. 31 
(which shows it broken to save space). 

Where the pendulum with radius 
bar is used (although I do not recom- 
mend it) special care must be taken 



PREPARING FOR INDICATION. 



29 



to make the error due thereto as slight 
as possible. I may here remark that 
mathematically it can never give true 
results ; but in practice the error may 



/^^ 



\ rOL 



-V--:#.-.^ 



— — -ii3i 



lE^-i-— 



I 



Fig. 33.— Wrong Attachmbnt. 

be greatly reduced by care in dividing 
the ' ' dip " of the radius bar and by hav- 
ing the main lever as long as possible. 
In the first place, the main lever 
must hang plumb when the cross-head 
is at mid -stroke, and this is shown both 
in Fig. 32 and in Fig. 33. In the second 



80 



PREPARINa FOR INDICATION. 



place, the working length of the main 
lever must be such as to make the ra- 
dius bar cross the horizontal line be- 
tween stroke end and mid -stroke, as in 
Fig. 32; and it must not be so hung as 
to have the radius bar level when at 
mid-stroke, as in Fig. 33. 

In Fig. 34 is shown an inverted slot- 
ted lever (as arranged for attachment 




Fig. 34.— Correct Angle for Cord Arm. 
to the floor) having the cord -lever at 
the proper angle with the main pendu- 
lum. The cord is at right angles to the 
working line of the cord-lever when 
the cross -head is at mid-stroke. 



PREPARING FOR INDICATION. 



31 



No guide pulleys are needed or should 
be used. The principle is, of course, the 
same whether there be used the slotted 
lever or the main lever with radius- 
bar. 




Fig. 35.— Adjustable Levbb, with Brumbo Pulley. 

Fig. 35 shows a pendulum with radius- 
bar, which I arranged for use where I 
wanted to carry levers with me to save 
time, and did not know the length of 





Fig. 36.— Segment for 

Cord 

Attachment. 



Fig. 37.— Manner op 

Making Arcs for Cord 

Attachment. 



PREPARING FOR INDICATION. 33 

stroke of the engine, nor the height of 
ceiling of the engine-room. There are 
several holes in each of the levers, so as 
to accommodate any reasonable varia- 
tion in ceiling height or engine stroke. 

The device at the top in Fig. 35 is 
called a *' Brumbo Pulley." It consists 
of a circular sector having a cord groove 
in its rim, and having a nearly radial 
hole drilled from this rim to a point 
near the centre. The cord which comes 
from the indicator has in it a knot 
which will not pass through the hole in 
the pulley; and the cord passes through 
this nearly radial channel and out of 
the hole near the centre, to the opera- 
tor's hand. When the operator pulls the 
cord so that the knot is snug up against 
the end of the nearly radial hole, a card 
is taken; otherwise the cord lies slack 
and does not work the paper drum of 
the indicator. 

Instead of having a complete circular 
sector with grooved arc for the cord, it 
will be found much more convenient to 
have only a segment, as shown in Fig. 



34 PREPARING FOR INDICATION. 







Pig. 38.— Arc cord Attachment. 



PREPARING FOR INDICATION. 35 

86, the arc being centred in the centre 
of motion of the main lever before the 
pivot hole is bored. Once the seg- 
ment is centred, a scribe line may be 
made across its top, by which to re- 
place it in correct position at any time, 
the screw holes of course aiding in this. 
It will be found convenient in this con- 
nection to make a number of grooved 
pieces having a common centre but 
different radii; and this may best be 
done by attaching a sufficiently large 
piece of wood to the main lever by 
several screws, as shown in Fig. S7, 
scribing the arcs and then removing 
the piece, sawing out the sectors with 
a band saw, grooving them, and keep- 
ing them for use when required. One 
of them will be like Fig. 36 and the oth- 
ers like Fig. 38. 



Chapter V. 



THE CORD-LEVEE. 



This, which is to obviate the necessity 
of a guide pulley, is to have the same 




Fig. 39.— Cord Lbvbb, 
proportion of working length to the 
main lever as a 4 inch card is of the 



PREPARING FOR INDICATION. 



37 



stroke of the engine; — thus, for 48 inch 
stroke, it would be 48-4=12 inches from 
the 7-8 inch bolt hole to the point of 
cord attachment. Score a central line 




Fig. 40.— Attachment to Lengthwise Joist. 



upon its face. It is to be put at such 
an angle to the main lever that when 
the cross-head is at mid-stroke the cord 
running from the cord-lever to the indi- 



38- PREPARING FOR INDICATION. 

cator will be at right angles to the 
central line of the cord-lever. 

It may be well to mark it off at right 
angles to its central or working line, in 
regular half inch spaces. This serves 
the double purpose of helping judge 
the cord position, and measuring the 
distance of cord attachment from the 
working centre. (See Fig. 39). 

The Brumbo pulley and the grooved 
sector or segment, for cord attachment, 
are described under the head of the 
main lever, the Brumbo being shown in 
Fig. 35 and the sector and segment in 
Fig. 36, 37 and 38. 

If the main lever is attached direct 
to the flat side of a rafter, get a 6 inch 
lag screw 7-8 inch diameter and put it 
through the main and cord levers, as 
shown in Fig. 40, so as to bring the 
cord lever nearest the bolt-head; put- 
ting in a large thin washer. If the 
main lever is attached to a truss, then 
have a 7-8 inch wagon bolt with two 
very large thin washers. Put the wash- 
ers between the truss and the main 



PREPARING FOR INDICATION. 39 

lever, and between the cord lever and 
the bolt-head, as in Fig. 29, and put ou 
with a jam nut as shown. 



Chapter VL 



WHEBE TO PIPE. 



The cylinder should be drilled and 
tapped for 1-2 inch pipe with ordinary- 
pipe thread. The tapping should be 




Fig. 41.— One Indicator on Side, Two Globe Valves. 

into the clearance, care being taken 
that the hole is never covered by the 
piston rod when the engine is on the 
centre. 



PREPARING FOR INDICATION. 41 



In a horizontal engine, these holes 
are best tapped as in Figs. 41, 43 into 



O O Q O O O 

O O 

O O 

O O 6 O O O 



Fig. 42.— One Indicator on Side. Two Globb Valves. 




Fig. 4a— One Indicator on Side, with Three Way 
Cocks. 



42 PREPARING FOR INDICATION. 



the side or top, not into the ends (or 
heads) as in Figs. 62, 63 If there is a 




FIG. 44.— One Indicator on Side, with Thbee Way 
Cocks, 




Fig. 45.— One Indicator on Top, with Two Globe 
Valves. 



PREPARING FOR INDICATION. 43 



lagging, one strip may be removed tem- 
porarily, using great care, or holes 



\w 



=j=g(=c=g 




Fig. 46.— Onb Indicator on Top, with Two Globe 
Valves. 




YiQ. 47.— One Indicator on Top, wiih Two Globe 

Valves. 

may be cut through it, to admit the 



44 



PREPARING FOR INDICATION, 



drill and tap when working, and the 
pipe, when the holes are made into 
the cylinder walls. If the cylinder is 
covered with plastic covering, this 




FlO. 48.— Two INDICATOKS ON TOP, NO PlPINa. 

should be cut away for the purpose of 
drilling and tapping. 

Drilling and tapping into the heads 
involves using more pipe and more 
fittings, and gives worse results, than 
where the convex walls are tapped 

As to whether in a horizontal engine, 
the top or the side should be chosen — 



PREPARING EOR INDICATION. 



45 



! 



=-.. 1 \ 

Fig. 49.— Two Horizontal Instruments on Side.n 

that is determined by the position of 
the steam chest and by other considera- 
tions, as, for instance, the kind of cross- 




FiG. 50.— Indicator on Side, Projecting Horizon- 
tall r. 



46 PREPARING FOR INDICATION. 




7 




Fig. 51.— Two Vertical Indicators on Side. 

head and the means employed to catch 
hold of it; the position of the eccentric 
and its rods and connections, etc. 




Fig. 52.— Indicators on Head. 



PREPARING FOR INDICATION. 47 




Fig. 54.— Vertical Indicators on Side. 
Vertical cylinders are very often 
better tapped in the heads than in the 
sides. While, of course, it is better to 



48 



PREPARING FOR INDICATION. 



drill the holes in the cylinder sides with 
the heads out, so that you may see 
what you are doing, and may get out 
the chips readily, this is seldom practi- 
cable after the engine has been erected 




Fig. 55.— Corliss Engine. Single Indicatok, Two 
Globe Valves. 

and has run. In drilling, place the en- 
gine upon the centre, so that the pis- 
ton head may be at the end in which 
you are drilling. You can then see 
how much head clearance you have, 



PREPARING FOR INDICATION. 



49 



and can tap into this, instead of in such 
a place as would allow the piston head 
to cover the hole at stroke end. 

If the steam chest is on the top, pipe 
on the side, preferably in front. Figs. 
41, 42, show attachment of one indica- 



Ct 



O 



Fig. 



56.— Corliss Engine, One Indicator, Two 
Globe Valves. 



tor, with globe valves. Figs. 43, 44 show 
attachment of one indicator on the side. . 
with three way cocks. 

If the steam chest is on either side, 
pipe on top or on the other side, as- 
most convenient, or on the end. Figs. 
45, 46, 47 show the use of one indicator 
on top with piping. Fig. 48 shows the 



50 PREPARING FOR INDICATION. 

use of two instruments on top, without 
piping. Figs. 49, 50 show indicators 
\ attached horizontally on the side, with- 
out piping. Fig. 51 shows two indicat- 
'Ors attached vertically on the side, 
^without piping; one of them being 




"Fig. 57.— Corliss Engine, Single Indicator, Two 
Globe Valves. 

turned at right angles to the cylinder, 
to clear the flange. Figs. 52, 53 show 
two indicators on the cylinder heads; 
this plan being adopted when the lag- 
ging is too thick, or where there is a 
steam jacket, or in any other case 
where side attachment is not feasible. 



PREPARING FOR INDICATION. 51 

If the steam chest is below, pipe upon 
side or top as preferred. 

If there is no chest, but there is a 
wrist plate or other motion device for 
the valves upon the side, pipe on the 
top if the steam pipe or the exhaust 
pipe will permit. Figs. 55, 56, 57 show 
this arrangement with one instrument. 
If the steam pipe or exhaust pipe pre- 
vent this, pipe upon the back, upon 
which there are no valve motion pieces. 



Chapter VII. 
HOW TO PIPE. 



It is well to stop up the drip pipe with 
a plug or bit of waste, to keep bor- 
ings from getting into it; and also to 
place a bit of waste so that it will catch 
them as they fall. The hole is best 
drilled with the use of an *'old man," 
or its equivalent, for the ratchet brace 
to work against. One very simple 
method is to have a piece of | inch 
thick iron, 2 inches wide and about 20 
inches long,bent at right angles so as to 
give the short arm about 5 inches 
length; the long arm being drilled at 
its outer end so that it may be slipped 
over one of the studs, and let the short 
arm act as an abutment for the ratchet 
brace to work against. (See Fig. 58). 
Of course where you have not this de- 
vice, or it cannot be applied, the ordi- 
nary rigs for the brace to work against 
will answer. 



PREPARING FOR INDICATION, 53 

When the heads cannot be removed, 
it is well to arrange to have a little 
steam let into the cylinder after the 
drill has commenced to enter the bore, 
so that it may blow the chips outward. 
If the cylinder is drilled while hot, 
there is very often, at one end, enough 
steam pressure remaining to do this; 
and sometimes it will scald the opera- 
tor if he does not remember about it. 

There should be provided for the 
holes in the cylinder brass plugs hav- 



tf 



3S3 



Fig. 58.— * 'Old Man" for Drilling. 

ing a *'hex" or square head, so that 
they may be readily removed with a 
wrench. 

Where you use two indicators upon a 
horizontal engine which is tapped upon 
the side, the indicator cocks may be 
screwed directly into the holes in the 
cylinder and the instruments let pro- 
ject horizontally. See Fig. 50. If there is 



54 PREPARING FOR INDICATION. 

« - 

too much lagging to admit of this, you 
may use just enough length of nipple to 
allow the indicator to be attached as 
close as possible, allowing of course for 
a socket between the nipple and the in- 
dicator. 

If you use one indicator for both ends 
of the cylinder, it is best to take cards 




Fig. 59.— Pipe Scheme for One Indicatob, Two 
Globe Valves. 

which are as nearly as possible simul- 
taneous ; and in order to do this the in- 
strument is placed midway between 
the two ends of the cylinder, being 
connected by a three-way cock to the 
line of piping connecting with each hole 



PREPARING FOR INDICATION. 



55 



in the cylinder. See Figs. 43, 44. Where 
you have no three-way cock, then 
there should be used a globe valve each 
side of the tee to which the indicator is 
attached in the middle of the line of 
pipe; this valve coming next to the tee 
and not at the ends of the line of pipe. 
See Figs. 41, 42, 45, 46, 47, 55, 59. 




Pig. 60.— One Indicator, Two Globe Valves, 

Where one indicator is used and the 
cylinder is tapped in its convex walls, 
there will be needed (see Figs. 59, 60) 
7 nipples (a, &, g, h, i, A;, Z), J inch; 2 ells 
(c, d) ; 1 union (e) ; 1 tee (f) ; 2 globe 
valves (m, n). 

Where two indicators are used, one 
at each end of the cylinder, if there is 



56 PREPARING FOR INDICATION. 

no lagging there will be no piping need- 
ed. See Figs. 48, 49, 50. 

Where there is one indicator at each 
end and there is thick lagging, then 
there will be needed at each end on^ 
nipple and one socket, each half inch. 



INVALUABLE TO EVERY PROFESSIONAL 
AND RUNNING ENGINEER. 

Preparing for Indication: 

PRACTICAL HINTS, 

me Result or Twenty-tHree Years' Yaried Experience witli 
tlie Steam Engine Indicator. 



TpHs all about Where and How to Brill, Tap, and Pipe 

^Up; Where and How to Attach the Reducing 

Motion etc.; so that any one can make all the 

necessary preparations, without previous 

experience, and under every conceivable 

variety of conditions of crosshead, 

ceiling, steam chest positiou, 

etc., etc., etc. 

By ROBERT GRIMSHAW, M.E., 

Past Pres. James Watt Association, No. 7^ gf N Y N.A S E.; 

MpTTiber of Fulton Council, No. 1, A.U.fe h>., Auxnor oi 

"^team Engine Catechism," "Pump Catechism," 

"BoUer Catechism," "Engineers' Hourly Log 

Book," and other Practical Works. 

WITH SIXTY ILLUSTRATIONS. 
PRICE, ONE DOLLAR, POSTPAID. 



^ 



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BOOKS ON THE STEAM ENGINE AND 

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TICAL SUBJECTS. 

Those marked (*) are for educated engineers. 
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f Sinclair's Locom. Eng., 12 mo., . . . I2.00 
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fGrimshaw's Steam Engine Cate- 
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i2mo., 2.00 

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Engineer, 1 2mo $0.50 

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M. B., 50 

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enlarged, i8mo., .50 

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Basy, 5a 

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THE 



Steam Engine Catechism. 

A SERIES OF 806 DIRECT PRACTICAL ANSWERS TO 
806 DIRECT PRACTICAL QUESTIONS. 

MAINLY INTENDED FOR 

Young Beginners and for Eiamination Qnestions. 

By ROBERT GRIMSHAW, M.E. 



Two volumes, cloth bound, Illustrated, $2.00. 

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tion desired." Formulas and mathematical gymnasiics 
avoided. Not written for professional men, but tech- 
nically correct and up to date. It will serve admirably 
as a guide to those about to be examined lor a license, 
or for admission to engineering societies, etc. Liberally 
illustrated and supplied with reference tables. 

By the same author, and uniform in size with the 
above: BOILER CATECHISM, $200; PUMP CATE- 
CHISM, SI. 0(1; PKEPAKING FOR INDICATION, 
$1.00; ENGINEER'S HOURLY LOG BOOK, 50 cts. 
Agents wanted for all the foregoing. 



Steam Engine Catechism. 51 

Q. How does increased travel change 
the time of pre-admission, with a given 
lineal valve lead ? 

A. Keeping the lineal valve lead the 
same, increased travel delays pre-admis- 
sion. 

Q. What relation between travel and 
freedom of steam admission? 

A. More travel, freer steam admission 
up to the point where overtravel chokes 
the exhaust. 

Q. What effect has inside lap upon the 
time of admission ? 

A. Inside lap has no influence on steam 
admission. 

Q. How does inside lap affect the point 
of cut-off? 

A. Inside lap does not in any way affect 
the point of cut-off. 

Q. Does inside lap increase or diminish 
compression? 

A. Inside lap hastens compression, hence 
increases it. 

Q. Does inside lap hasten or retard ex- 
haust release ? 

A. Inside lap retards exhaust release. 

Q. By what other name is inside lap 
known? 



TO EVERY 



ENGINEER, FIREMAN, 
BOILER! 



MAKER, 
OWNER, 
RUNNER, or 
lAGENT. 



If there is any practical question concerning 
any kind of a steam boiler which is not an- 
swered in Mr. Robert Grimshaw's BOILEB 
CATECHISM,* we would like to have it for 
answer in the next edition or volume. 

The Author will ansVer any such question 
free by mail, if addressed in our care, inclosing' 
stamp. " Catch " questions invited, if they have 
a practical bearing. 

This book covers the Properties of Steam and of 
Fuels, and the Theory and Practice of Designing, 
Making, Setting, Connecting, Testing, Firing, and 
Repairing Boilers. Price, postpaid, Two Dollars. 

PRACTICAL PUBLISHING CO., 

21 Park Row, N. Y. 

*By the same author, PUMP CATECHISM, telling, 
among other things, how to put entirely together, set 
up, adjust, and run all the leading pumps in the market; 
$1.00, postpaid. Also, STEAM ENGINE CATECHISM, 
intwo volumes, each complete in itself, and each uniform 
in size, style, and price with the " Pump Catechism." 
Price of the two, postpaid, $2.00. PREPARING FOR 
INDICATION, $1.00. ENGINEER'S HOURLY LOG 
BOOK, 50 cents. 



OONXBNTS 

OP 

Grimshaw's 

Steam B oiler C atechism. 

Definitions and Principles. . . .Properties of Steam 
...Heat and Temperature... Pressures... Kinds 
of Boilers. . .Materials. . .Strength. . .Strength of 
Flat, Cylindrical and Spherical Surfaces . . Flang- 
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Safety Valves. . .Pressure Gauges. . .Try Cocks. . . 
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Mechanical Stoking. . .Flue Cleaners. . .Corrosion 
. . .Incrustation. . .Explosions. ..Foaming. ..Prim- 
ing . . . Testing and Inspecting . . . Capacity . . . So- 
Called Horse Power of a Boiler. . .Duty or Econ- 
omy. . .Losses in Steam Boilers. . .Repairs. . .Care 
and Use . . . Miscellaneous . . . Definitions, Rules 
and Calculations. . .Tables. 



Price, postpaid, TWO BOIiliARS. 

PRACTICAL PUBLISHING CO., 

2 1 PARK ROW, N. Y. 



PRICE, ONE DOLLAR, POSTPAID. 

Pump Catechism: 

A PRACTICAL HELP TO 

RUNNERS, OWNERS, AND MAKERS 

OF 

PUMPS OF ANY KIND. 

Covering the Theory and Practice of 

Designing, Constructing, Erecting, 

Connecting, and Adjusting. 

BY 

ROBERT GRIMSHAW, M.E., 

Past Prest. James Watt Association, No. 7, of N. Y., N.A.S.E., 

Member Fulton Council, No. i, of N. Y., A.O.S.E. 

Author of "Steam Engine Catechism," "Boiler Catechism," 

"Square Root Made Easy," " Preparing for Indication," 

"Engineers' Hourly Log Book," and many othei; 

Practical Works. 

FOURTH EDITION. 



PROIT'TJSEai.Y ILLTJSTR^TlCr). 



NEW YORK: 
PRACTICAL PUBLISHING CO., 21 Park Row. 

1888. 



INTALDABLE FOR ENGINEERS! 



^=^ ^ 5 



EN0\^iEER5 

DETAILED RECORD OF 

EDiine id Boiler Ferroria&ce 

EACH HOUR OF THE DAY. 

FOR MARINE AND STATIONARY 
ENGINEERS. 

With Valuable Hints, Tables, Rules, Etc. 



By ROBERT GRIMSHAW, M.E. 



PRACTICAL PUB. CO., 21 Park Row, I. Y. 



TO EYERY RUNXING ENGINEER. 

The American Steam Engineer of New 
York, wliicli is the official organ of the rap- 
idly growing American Order of Steam En- 
gineers, says in its issue of March 1, 1888 : — 

" The peculiar hold which the Grimshaw 
* Practical Catechisms ' have on the constitu- 
ency for which they are intended is due to 
these facts : They answer at once any ques- 
tion about any kind of a pump or a steam 
engine that the author could think of or had 
ever had asked him ; are absolutely scienti- 
caiiy correct ; practically useful ; written iq 
aclear, plain, popular style ; up to date ; free 
from hard words and mathematical formulas. 
Each question is asked by itself and answered 
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necessity of wading through a whole book 
when he only wants to know one thing, but 
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strongly to stand use, and in dark cloth not 
to show the dirt ; are on hard paper to stand 
thumbing ; handy for instant reference ; 
liberally indexed and cross indexed ; and ex- 
planations are concise yet very complete. 
Their author is a favorite writer for the sci- 
entific papers ; is known to be careful, com- 
petent, original practical, abreast of the 
times, and able to tell what he knows. They 
can be drawn on for examination questions 
by examining engineers who are handling 
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committees testing candidates for admission 
to engineering societies. They can be used 
to coach for examinations by those about to 
be examined for license, or for admission to 



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and start every j^rincipal pump in the mar- 
ket, supposing all the parts to have been 
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matter is copyrighted, ana can be found no- 
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save delay in sending for, or writing to, the 
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They are marvelously cheap and have long 
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is not answered in the latest editions, the 
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(up to date) exclusive cannot be overesti- 
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What Engineers Think of the GrimshaiT 
Practical Catechisms. 

The following is from an oflacial letter from S. A. 
Smith, Past President and Corresponding Sacretaiy 
of No. 7 Association of Evansville, Indiana, N. A. S. 
E., one of the livest and most go-ahead Engineering 
Associations in the country : — 

" EvANSViLLB, Ind., Dec. 28th, 1887. 
PBAOTiCAii Publishing Co., 

6 Dey Street, N. Y. 

Gentlemen : — I am authorized to inform you that 
•we have Grimshaw's Catechisms on the Steam En- 
gine and Pump, and our Association swears by them 
and to inform you how we use them. I will explain — 

When we get to the •' Good of the Order " in each 
meeting, the President takes the Catechism and 
reads the question, and each member is bound to 
give his opinion of each question. Then after it has 
gone the rounds the President reads the answers. 
"We have not as yet found any questions but what we 
considered were answered correctly, and more, it is 
not to be supposed that men of our limited know- 
ledge would be capable of criticising the works of a 
man who is as well versed in mechanics as we know 
Brother Grimshaw to be." 

Official orders from Secretaries of Engineering As- 
sociations for Grimshaw's Practical Catechisms will 
be filled at 25 per cent, discount when BQnt on official 
paper. 

PRACTICAL PUBLISHING CO., 

21 Park Row, N. Y. 



Established in Philadelphia, 1873, 



Robert Grimsliaw's 

ENeiDEEBmedExPEET Offices, 



21 Park Row. N. Y. 




Engines,Boilers,MaGliinery andMills 

Designed, Tested, Erected and Improved. 

POWER MEASURED. 
COAL SAVED ON SHARES. 




CROSBY 

Steam Engine 
Indicator 



Stands unrivaled for perfection of design and 
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Fop High Speeds the CROSBY INDICATOR 
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Accurate and reliable cards have been taken on 
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hundred to thirteen hundred revolutions per 
minute. 

The CROSBY INDICATOR is made solely by this 
Company, who also manufacture the 

CrosbyPop Safety Yalve gWater Relief Yalve, 

Crosby Improved Steam Pressure Gage, 

Single Bell Chime Whistle, 

And other Specialties adapted for use on Steam 
Engines, Boilers, etCi 



Crosby Steam Gage and Valve Co., 

93 OI.IVER ST., BOSTON, MASS., and 

75 Queen Victoria St., London, England. 

J. H. MiLLETT, Prest. Geo. H. Eageb, Treas. 

Geo. H. Cbosbt, V.-Prest. W. P. Clabk, Sec'y. 

A. 0. Meadt, Supt. 



